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Full text of "Metropolitan transportation, a program for action. Report to Nelson A. Rockefeller, Governor of New York."

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Avery  Architectural  and  Fine  Arts  Library 
Gift  of  Seymour  B.  Durst  Old  York  Library 


METROPOLITAN  TRANSPORTATION 


-a ^/w^mm  £0/1  actitm 


REPORT  TO 

NELSON  A.  ROCKEFELLER 

GOVERNOR  OF  NEW  YORK 

FROM  THE 
METROPOLITAN 

COMMUTER 
TRANSPORTATION 
AUTHORITY 


FEBRUARY  1968 


AA 


Digitized  by  the  Internet  Archive 

in  2014 


https://archive.org/details/metropolitantranOOnewy 


TO:  Governor  Nelson  A.  Rockefeller 


On  November  7,  1967,  you  requested  this  Authority  to  prepare  a  comprehensive 
plan  and  action  program  of  transportation  improvements  for  the  New  York  State 
portion  of  the  metropolitan  region. 

In  developing  this  report,  we  drew  upon  the  resources  of  governmental  and  volun- 
tary agencies  throughout  the  region.  We  wish  to  express  our  appreciation  for  the 
information  and  cooperation  provided  us  by  these  agencies.  MCTA  assumes  the 
responsibility,  however,  for  the  specific  projects  and  recommendations  set  forth 
in  this  report. 

We  present  herewith  a  comprehensive  plan  and  action  program. 

The  program  is  big. 

The  program  is  "do-able." 

The  program  makes  up  for  time  lost. 

The  program  will  meet  present  and  future  needs. 

We  are  recommending  a  two-phase  program.  The  first  phase  represents  a  first 
priority  system,  complete  in  itself.  It  will  cost  $1.6  billion.  The  work  on  Phase  One 
would  be  fully  committed  within  five  years  and  totally  completed  within  ten.  It  can 
be  financed  from  State  Transportation  Bond  Issue  funds,  local  contributions,  public 
authority  contributions  and  Federal  aid. 

We  are  also  projecting  a  longer  range  program  —  Phase  Two  —  which  is  conceived 
as  a  logical  extension  of  the  Phase  One  priority  projects. 

Phase  Two  will  cost  $1.3  billion  and  will  further  improve  the  region's  transportation 
system.  It  would  be  financed,  a  decade  or  more  from  now,  by  Federal,  State  and 
local  governments  and  by  public  authorities.  By  that  time,  the  Federal  share  should 
represent  the  major  portion  of  contribution. 

The  total  cost  of  both  phases  is  $2.9  billion  at  current  price  levels. 

In  recommending  this  program,  we  stress  the  urgency  of  starting  Phase  One  this 
year.  Unless  major  commitments  are  made  now,  unless  construction  is  started 
promptly,  pressing  needs  will  not  be  met  and  costs  will  rise  beyond  our  capacity 
to  meet  them. 

Respectfully  submitted, 

William  J.  Ronan,  CHAIRMAN 
William  L.  Butcher 
Bruce  A.  Gimbel 
Eben  W. Pyne 
William  A.  Shea 


SUMMARY  OF  RECOMMENDATIONS 


PHASE  ONE 


We  recommend  the  adoption  of  the  following  program  for  immediate  trans- 
portation action: 

■  Rapid  completion  of  the  already  authorized  four-track  tunnel  under  the  East 
River  between  63rd  Street,  Manhattan,  and  Long  Island  City,  Queens,  for  ex- 
panded transit  and  Long  Island  Rail  Road  service. 

■  An  additional  high-speed  express  track  for  the  Queens  Boulevard  subway  to 
be  constructed  along  the  LIRR  Main  Line  right-of-way  for  increased  capacity  and 
speed. 

■  A  new  transit  line  extending  from  the  existing  Queens  Boulevard  Line  along 
the  Long  Island  Expressway  corridor  to  serve  the  growing  areas  of  northeastern 
Queens. 

■  A  new  transit  line  extending  from  the  existing  Queens  Boulevard  subway  along 
the  LIRR  Atlantic  Branch  right-of-way  to  meet  travel  needs  of  southeastern 
Queens. 

■  A  new  Second  Avenue  subway  in  Manhattan  extending  north  from  34th  Street 
to  the  Bronx,  with  connections  at  63rd  Street  to  Queens  and  West  Side  Manhattan. 

■  A  new  express  transit  line  in  the  Bronx  along  the  abandoned  right-of-way  of 
the  New  York,  Westchester  and  Boston  Railroad,  connecting  the  new  Second 
Avenue  subway  with  the  existing  Dyre  Avenue  Line  and  the  Upper  Pelham  Bay 
Line. 

■  A  new  63rd  Street  crosstown  subway,  connecting  the  new  East  River  tunnel 
with  the  new  Second  Avenue  Line  and  the  existing  Sixth  Avenue  and  BMT 
Broadway-Seventh  Avenue  subways. 

■  Extension  of  the  Nostrand  Avenue  subway  in  Brooklyn  along  Flatbush  Avenue 
to  a  modern  terminal  at  Avenue  U  to  serve  the  growing  Mill  Basin  area. 

■  Extension  of  the  New  Lots  Line  in  Brooklyn  to  a  modern  terminal  at  Flatlands 
Avenue  and  Linwood  Street  in  the  developing  Spring  Creek  area. 

■  Purchase  of  about  500  high-speed,  air-conditioned  subway  cars  for  operation 
on  the  new  subway  extensions. 

■  Expansion  of  yard  and  shop  facilities  to  serve  the  new  subway  lines. 

■  Rehabilitation  and  re-equipment  of  the  Staten  Island  Rapid  Transit  Railway 
from  Tottenville  to  St.  George. 

■  Construction  of  a  spur  of  the  LIRR  to  John  F.  Kennedy  International  Airport 
to  permit  dependable  high-speed  transportation  between  the  airport  terminal  and 
Manhattan  with  connections  at  Jamaica  for  Brooklyn,  Queens  and  Long  Island 
points. 


■  Modernization  of  the  Long  Island  Rail  Road,  including  the  purchase  of  350 
new  high-speed,  multiple-unit  cars;  high-level  platforms;  track,  signal  and  elec- 
trification improvements;  yard  and  shop  expansions;  modernization  of  Jamaica 
Station  and  improvements  at  Penn  Station  and  Flatbush  Avenue  Terminal;  and 
extension  of  electrified  service  to  Northport  on  the  Port  Jefferson  Branch  and 
Pinelawn  on  the  Main  Line. 

■  A  new  Metropolitan  Transportation  Center  in  East  Midtown  Manhattan,  includ- 
ing a  terminal  for  the  LIRR  linked  to  the  63rd  Street  tunnel;  a  terminal  for  high- 
speed rail  access  to  JFK  Airport;  and  a  major  interchange  point  for  east-west 
movement  of  people  via  a  new  Central  Business  District  distribution  system. 

■  Modernization  of  the  New  Haven  Railroad  commuter  service,  including  pur- 
chase of  144  new  high-speed,  multiple-unit  cars;  improvements  to  the  signal  and 
electrification  system;  construction  of  high-level  platforms  and  rehabilitation  of 
existing  electric  cars. 

■  Modernization  of  the  Penn  Central  Railroad  commuter  service,  including  pur- 
chase of  130  new  high-speed  electric  cars,  construction  of  high-level  platforms 
and  extension  of  electrification  to  Brewster  on  the  Harlem  Division. 

■  Modernization  of  the  New  York  portion  of  the  Erie  Lackawanna  Railroad, 
including  new  equipment  to  meet  immediate  needs  and  a  study  of  the  feasibility 
of  providing  direct  track  connections  to  Penn  Station. 

■  Development  of  general  aviation  airports  as  part  of  major  transportation 
centers  at  Republic  Airport  in  Long  Island  and  Spring  Valley  in  Rockland  County. 
Also,  development  of  a  general  aviation  airport  in  northwest  Westchester. 

■  Transportation  centers  at  Pearl  River  and  Orangeburg  in  Rockland  County, 
and  at  Tarrytown  and  in  the  White  Plains  area  in  Westchester  County. 


PHASE  ONE  IMPROVEMENTS 


CONNECTICUT 


TRANSIT  EXPANSION  PROGRAM 

New  Rapid  Transit  Line  or  Extension 
Existing  Line  to  be  Rehabilitated 
Existing  Junction  to  be  Reconstructed 

RAIL  IMPROVEMENT  PROGRAM 

Existing  Rail  Line  to  be  Modernized 

and  Re-equipped 
Extension  of  Electrification  Under  Way 
Electrification  to  be  Extended 
Rail  Line  to  be  Extended 


iiiiinmiii 


-H- 


/////> 


AVIATION  AND  TRANSPORTATION  CENTERS 

Transportation  Center 

General  Aviation  Airport  ^r*- 
Extension  of  LIRR  to  JFK  Airport  MMtt 


SUMMARY  OF  RECOMMENDATIONS 


PHASE  TWO 


We  further  recommend  a  continuing  program  beyond  the  first  phase  as  follows: 

■  Extension  of  the  Second  Avenue  subway  from  East  34th  Street  south  along 
Water  Street  to  serve  the  burgeoning  lower  Manhattan  area. 

■  A  new  midtown  distribution  system  along  57th,  48th,  42nd  and  33rd  Streets, 
using  high-speed  conveyors,  small  rail  cars  or  other  guided  systems  to  link 
terminals,  stores,  offices,  theatres  and  other  CBD  travel  points. 

■  Extension  of  the  new  northeastern  Queens  subway  to  Springfield  Boulevard. 

■  Extension  of  rapid  transit  service  east  of  Jamaica  and  removal  of  BMT  elevated 
in  Jamaica  business  district. 

■  Replacement  of  the  Third  Avenue  elevated  in  the  Bronx  with  a  new  transit 
line  adjacent  to  Penn  Central  Railroad  right-of-way  along  Park  Avenue. 

■  Extension  of  the  Pelham  Bay  Line  in  the  Bronx  to  a  terminal  in  Co-op  City. 

■  Extension  of  the  Concourse  subway  to  a  modern  transfer  station  at  White 
Plains  Road  to  serve  the  northeast  Bronx. 

■  Purchase  of  500  additional  high-speed,  air-conditioned  subway  cars  for  use 
on  new  extensions  and  to  meet  new  travel  demands. 

■  Additional  improvements  to  shops  and  yards  on  extended  systems. 

■  Continuation  of  transit  improvements  on  Staten  Island. 

■  Continuation  of  LIRR  modernization  program,  including  extension  of  electrified 
service  to  Port  Jefferson,  Ronkonkoma  and  Patchogue;  additional  high-speed 
electric  and  dual-powered  cars;  and  further  improvements  to  stations,  track  and 
signal  systems. 

■  Extension  of  LIRR  Brooklyn  service  to  lower  Manhattan. 

■  Continuation  of  Penn  Central  modernization,  including  extension  of  electrified 
service  to  Peekskill  on  the  Hudson  Division;  modernization  of  the  signal  system; 
purchase  of  electric  and  dual-powered  cars;  and  improvements  to  signals  and 
track. 


■  A  new  railroad  station  at  149th  Street,  the  Bronx,  to  provide  convenient  inter- 
change between  the  Penn  Central  and  New  Haven  Railroads  and  the  subway 
system. 

■  Additional  general  aviation  airports  on  Long  Island  and  in  southwest  Dutchess 
County. 

■  Transportation  centers  in  Hicksville,  Pine  Aire  and  Ronkonkoma  on  Long 
Island;  Brewster  in  Putnam;  Beacon  in  Dutchess;  New  City  and  Suffern  in  Rock- 
land; and  Goshen  in  Orange  Counties. 


PHASE  TWO  IMPROVEMENTS 


CONNECTICUT 


TRANSIT  EXPANSION  PROGRAM 

New  Rapid  Transit  Line  or  Extension 
Existing  Elevated  Lines  to  be  Removed 

RAIL  IMPROVEMENT  PROGRAM 

Existing  Rail  Line  to  be  Modernized 

and  Re-equipped 
Electrification  to  be  Extended 
Rail  Line  to  be  Extended 


///// 
4-  +  +  + 


o 


AVIATION  AND  TRANSPORTATION  CENTERS 

Transportation  Center 

General  Aviation  Airport  (TP***! 
Specific  Site  Not  Determined 


LONG  ISLAND  SOUND 


ATLANTIC 


OCBAN 


REGIONAL  NEEDS-TODAY  AND  TOMORROW 


The  crucial  factor  for  transportation  in  this  region  is  the  interdependence  of 
city  and  suburb  —  the  interdependence  today,  the  even  greater  interdependence 
tomorrow. 

This  whole  great  tri-state  metropolitan  region  has  18  million  people  who  live 
in  some  13,000  square  miles. 

By  1985,  this  region  will  have  25  million  people.  In  other  words,  the  region  as 
a  whole  must  absorb  the  equivalent  of  two  Chicagos  in  less  than  two  decades. 

The  prospects,  based  upon  the  best  available  projections,  are  that  the  popu- 
lation growth  will  take  place  principally  in  the  suburbs.  New  York  City  is  not 
expected  to  grow  much  by  1985.  Its  dwelling  population  will  redistribute  some- 
what, however,  with  the  outer  areas  of  the  city  —  Staten  Island,  Queens,  parts 
of  Brooklyn  and  the  Bronx  —  growing,  while  the  older  areas  closer  to  the  core 
remain  relatively  stable  in  population. 

But  it  will  be  the  suburbs  that  must  absorb  the  greatest  part  of  the  increase. 

Population  growth  in  the  outer  parts  of  the  city  and  the  surrounding  counties 
will  be  complemented  by  a  continuing  rise  in  industrial  development  and  new 
commercial  sub-centers  in  these  areas.  This  has  important  implications  in  terms 
of  employment  and  transportation. 

By  1985,  we  will  add  more  than  2.5  million  non-agricultural  jobs  to  the  regional 
job  market.  Most  of  the  growth  in  blue  collar  jobs  will  take  place  outside  the 
central  city  area.  Yet,  the  core  area  will  continue  to  house  a  large  proportion 
of  the  region's  unskilled  and  semi-skilled  labor  pool. 

Thus,  we  are  confronted  with  the  need  to  use  our  transportation  capability  to 
better  match  people  with  job  opportunities  throughout  the  region.  The  concept 
of  reverse  commutation  and  the  need  for  fast,  efficient,  low-cost  transit  becomes 
increasingly  significant. 

In  the  core  city  area,  the  Manhattan  Central  Business  District  will  continue  to 
serve  as  a  regional  job  magnet.  White  collar  worker  employment  and  associated 
service  industry  employment  will  increase  faster  than  the  relative  decline  in 
so-called  blue  collar  or  manufacturing  employment  in  this  area. 

Of  the  7.8  million  people  gainfully  employed  in  the  region,  28  percent  work 
in  8.6  square  miles,  comprising  the  Manhattan  Central  Business  District.  In  other 
words,  over  two  million  persons  work  daily  in  an  area  as  compact  as  Kennedy 
Airport.  Here,  too,  the  transportation  implications  are  profound. 

The  "office  building  capital  of  the  world"  brings  to  this  region  the  greatest 
single  concentration  of  managerial  and  business-professional  talent  ever  assem- 
bled anywhere.  Yet,  its  lifelines  extend  to  the  outer  boroughs  of  the  city  and, 
importantly,  throughout  the  entire  region.  Twenty  percent  of  the  CBD  workers 
come  from  suburbia;  46  percent  from  the  other  four  boroughs  of  New  York  City. 
These  employees  bring  to  the  CBD  their  skills  and  talents;  they  take  back  with 
them  the  purchasing  power  that  brings  wealth,  income  and  increased  property 
values. 

To  accommodate  this  growth  in  the  CBD  means  the  addition  of  82,500,000 
square  feet  of  office  space  by  1985.  This  is  the  equivalent  of  55  more  buildings 
the  size  of  the  Time-Life  Building.  To  man  this  huge  office  complex  and  to  serve 
it,  we  must  make  provision  to  transport  growing  numbers  of  people  from  the  outer 
reaches  of  the  city  and  the  suburbs. 

The  regional  mix  of  jobs  and  workers,  of  population  growth  and  economic 
development  has  heightened  our  interdependency.  Each  area  within  the  region 
needs  the  other  to  grow  and  prosper.  Significantly,  the  factor  of  mobility  —  the 
movement  of  people  and  goods  —  is  the  key  to  sustaining  this. 

Our  ability  to  get  people  to  their  jobs  and  goods  to  the  marketplace  is  a 
fundamental  challenge  in  a  rapidly  urbanizing  society.  This  consideration  is 
the  underlying  basis  for  this  transportation  report. 


The  Transit  Expansion  Program 

The  first  priority  or  immediate  action  phase  of  the  transit  program  includes 
construction  of: 

■  new  lines  needed  to  relieve  existing  overcrowding,  especially  on  the  Queens 
Boulevard  and  the  Lexington  Avenue  Lines; 

■  improvements  to  bottleneck  terminals  and  junctions  to  permit  existing  lines 
to  operate  more  efficiently;  and 

■  rehabilitation  of  obsolete  transit  lines,  such  as  the  Staten  Island  Rapid  Transit 
Railway. 

The  second  priority,  builds  on  the  first  phase  and  makes  further  additions  to 
the  transit  program. 

The  estimated  cost  for  the  rapid  transit  expansion  program  is  $961  million  for 
the  first  phase  and  another  $814  million  for  the  second  phase,  totalling  $1.8 
billion. 

New  subways  will  be  designed  to  meet  high  standards  for  fast  and  attractive 
service.  To  accomplish  this,  careful  attention  will  be  paid  to  alignment,  grades, 


track  work  and  the  design  of  stations.  New  cars  will  be  capable  of  high  per- 
formance and  speeds  up  to  80  mph.  They  will  provide  modern  features  for  safety, 
speed  and  comfort  including  air-conditioning  and  other  conveniences  to  satisfy 
modern  travel  demands. 


Rail  Improvement  Program 

The  recommended  rail  improvements  are  designed  to  provide  a  modern,  effi- 
cient transportation  system  to  serve  the  journey-to-work  needs  of  residents 
throughout  the  region;  bolster  the  economic  growth  of  the  city  and  the  surround- 
ing region;  and  offer  an  attractive  and  rapid  alternative  for  a  variety  of  travel 
needs. 

First  priority  recommendations  heavily  emphasize  the  need  to  replace  anti- 
quated and  slow  rolling  stock;  improve  power  and  operational  facilities;  extend 
electrification  into  growth  areas;  relieve  bottlenecks  for  more  efficient  operation; 
and  improve  access  to  Manhattan's  CBD. 

The  second  phase  of  development  is  based  on  extending  high-speed  electrified 
service  into  new  growth  areas;  completing  modernization  work  started  under  the 
first  phase;  and  providing  access  to  the  lower  Manhattan  area. 

The  estimated  cost  for  the  rail  improvement  program  is  $547  million  for  the 
first  phase  and  $391  million  for  the  second  phase,  totalling  $938  million. 

The  design  specifications  for  new  suburban  rail  service  will  provide  us  with 
a  system  without  peer.  The  100  mph  multiple-unit  cars  currently  under  construc- 
tion for  the  LIRR  will  serve  as  a  prototype  for  a  new  level  of  fast,  comfortable 
and  attractive  service  throughout  the  region. 


Other  Transportation  Improvements 

In  addition  to  the  major  rail  and  transit  improvements  projected  in  this  report, 
we  are  recommending  expenditure  of  $157  million  for  Phase  One  transportation 
centers,  aviation  facilities  and  airport  access.  Our  objective  is  to  provide  modern 
facilities  to  serve  as  major  junction  points  for  air,  rail  and  highway  travel.  A  total 
of  $84  million  is  recommended  for  general  aviation  and  for  combined  transpor- 
tation center-general  aviation  development  of  which  $49  million  is  proposed  for 
the  first  phase. 

As  part  of  the  program  to  improve  coordination  of  transportation  modes,  we 
are  urging  immediate  action  to  provide  a  high-speed  rail  link  to  JFK  Airport. 
The  estimated  cost  of  this  first  priority  project  is  $100  million. 


Regional  Transportation  Corridors 


In  developing  specific  transportation  projects  and  priorities,  regional  needs 
were  considered  in  terms  of  transportation  corridors  as  follows: 

Eastern  Corridor  Queens;  Brooklyn;  Nassau-Suffolk  sectors 

Northern  Corridor  Upper  Manhattan-Bronx;  Westchester-Putnam-Dutchess 

(Connecticut);  and  Rockland-Orange  (New  Jersey)  sectors 
Southern  Corridor  Staten  Island  sector 
Central  Business  District  Manhattan,  south  of  63rd  Street 

Within  these  corridors  and  sub-sectors,  we  are  recommending  improvements 
affecting  rail,  transit  and  other  transportation  facilities  totaling  almost  $3  billion, 
as  follows: 


(Cost  Estimated  in  Millions  of  Dollars) 


Eastern  Corridor 
Northern  Corridor 
Southern  Corridor 


Phase  One 
$  806 


Phase  Two 
$  533 


Total 
$1,339 


Central  Business  District 


428 
25 
406 


294 
10 
441 


722 
35 
847 


$1 ,665 


$1,27  8 


$2,943 


EASTERN  CORRIDOR 


EASTERN  CORRIDOR 


PHASE 
ONE 

PHASE 
TWO 

RAIL  IMPROVEMENT  PROGRAM 

Existing  Rail  Line  to  be  Modernized 

and  Re-equipped 
Extension  of  Electrification  Under  Way 
Electrification  to  be  Extended 
Rail  Line  to  be  Extended 

1  1  1  I 
'////. 

-W44 

AVIATION  AND  TRANSPORTATION  CENTERS 

Transportation  Center 
General  Aviation  Airport 

o 

o 

General  Aviation  Airport 

Specific  Site  Not  Determined 
Extension  of  LIRR  to  JFK  Airport 


10 


15 


20 


MILES 


EASTERN  CORRIDOR    BROOKLYN-QUEENS  SECTOR 


PHASE 

PHASE 

PHASE 

TRANSIT  EXPANSION  PROGRAM 

ONE 

TWO 

RAIL  IMPROVEMENT  PROGRAM 

ONE 

New  Rapid  Transit  Line  or  Extension 

Existing  Rail  Line  to  be  Modernized 

Existing  Junction  to  be  Reconstructed 

"ET 

and  Re-equipped 

Existing  Elevated  Line  to  be  Removed 

Rail  Line  to  be  Extended 

Existing  Station  to  be  Modernized 

AVIATION  AND  TRANSPORTATION  CENTERS 

Extension  of  LIRR  and  JFK  Airport 

PHASE 
TWO 


20 


New  East  River  tunnel  at  63rd  Street  will  provide  high-speed  service  and  new  access  to  Manhattan 
lor  subway  trains,  upper  tracks,  and  LlRR,  below. 


21 


EASTERN  CORRIDOR 

DESCRIPTION  OF  PROJECTS 


PHASE  ONE 


Cost 

Transit  Expansion  (minions) 

63rd  Street  Tunnel  Queens  Connections  $45 

The  new  63rd  Street  East  River  tunnel  will  provide  the  capacity  needed  for  ex- 
panded rapid  transit  service  in  the  Queens  sector  of  the  Eastern  Corridor.  It  will 
reduce  overcrowding  on  the  Queens  Boulevard  Line,  the  53rd  Street  tunnel,  the 
Flushing-42nd  Street  Line  and  the  60th  Street  tunnel.  Together  with  new  branch 
lines,  there  will  be  faster,  more  frequent  and  more  direct  subway  service  to  the 
outer  sections  of  Queens  not  now  directly  served  by  rapid  transit. 

The  connection  to  the  present  Queens  Boulevard  subway  will  permit  the  full 
coordination  of  existing  IND  services  with  the  proposed  added  services.  It  will 
be  constructed  along  41st  Avenue. 


Additional  Express  Track  for  Queens  Boulevard  Line  $70 

This  single  high-speed  express  track  will  double  express  rush-hour  capacity  and 
permit  Queens  Boulevard  trains  to  run  non-stop  from  Forest  Hills  to  Queens  Plaza, 
thus  freeing  the  existing  tracks  for  additional  trains.  The  track  will  be  constructed 
economically  along  the  LIRR  right-of-way  between  Forest  Hills  and  Queens  Plaza, 
and  will  feed  into  the  53rd  Street  route  at  Queens  Plaza.  A  second  connection 
to  the  63rd  Street  tunnel  is  also  recommended. 


Northeastern  Queens  Line  $150 

A  new  two-track  northeastern  Queens  Line  will  branch  from  the  Queens  Boulevard 
subway  in  the  Elmhurst-Woodhaven  Boulevard  area  and  extend  along  the  Long 
Island  Expressway  corridor  to  the  Queens  College-Fresh  Meadows  area,  pro- 
viding direct  service  to  this  intensely  developed  section  for  the  first  time.  Located 
in  this  corridor  are  several  high-rise  apartment  developments  including  Lefrak 
City,  Fresh  Meadows,  Pomonok  Houses  and  Electchester,  as  well  as  several  large 
schools  including  Queens  College  (24,000  students)  and  St.  John's  University 
(13,000  students). 


Southeastern  Queens  Line  $100 

A  two-track  southeastern  Queens  Line  will  be  extended  from  the  Queens  Boule- 
vard Line  at  Van  Wyck  Expressway  and  Hillside  Avenue.  A  short  connection  will 
be  built  to  the  LIRR  Atlantic  Branch  which  the  new  route  will  follow  as  far  as 
Springfield  Boulevard.  Two  new  tracks  will  be  added  to  the  LIRR  right-of-way 
for  transit  purposes.  A  station  will  be  built  adjacent  to  the  LIRR  Jamaica  station 
for  interchange  of  passengers  between  LIRR,  subway  and  JFK  Airport  trains. 

This  line  will  serve  areas  of  southeastern  Queens  remote  from  subway  lines, 
such  as  the  large-scale  housing  development  at  Rochdale  Village.  Travel  times 
to  Manhattan  and  other  parts  of  Queens  will  be  significantly  reduced. 


22       EASTERN  CORRIDOR  —  PHASE  ONE 


Cost 
(millions) 

Nostrand  Avenue  Subway  Extension,  Brooklyn  $60 

The  Nostrand  Avenue  subway,  now  terminating  at  an  inadequate  and  inefficient 
station  at  Flatbush  and  Nostrand  Avenues  will  be  extended  via  Flatbush  Avenue 
to  a  new,  modern  terminal  at  Avenue  U.  This  extension  will  serve  a  growing  area 
now  remote  from  direct  subway  service.  The  construction  of  a  modern  terminal 
will  reduce  delays  and  improve  operating  efficiency.  An  important  benefit  will 
be  to  reduce  travel  time  to  this  part  of  Brooklyn. 

New  Lots  Line  Extension,  Brooklyn  $12 

The  New  Lots  Line  will  be  extended  through  or  adjacent  to  the  existing  overhead 
storage  yard  to  a  modern  terminal  three  blocks  south  of  the  present  yard  limits 
at  Flatlands  Avenue  and  Linwood  Street.  Although  located  in  an  area  zoned  for 
manufacturing,  the  new  terminal  will  be  architecturally  attractive.  This  extension 
will  provide  better  access  to  the  housing,  hospital,  educational,  industrial  and 
recreational  areas  now  rapidly  expanding  in  the  Spring  Creek  area  of  Brooklyn. 


LIRR  CAR  REPLACEMENTS  PHASE  ONE 


I.357 

Ipost 


WAR  II 

Ipars 

PRESENT 


PHASE  ONE 
PROGRAM 


Rogers  Avenue  Junction  Reconstruction  — 

In  advancing  the  New  Lots  and  Flatbush  Avenue  extensions,  we  recommend  the 
removal  of  the  bottleneck  at  the  junction  between  the  Nostrand  Avenue  and 
New  Lots  Lines  at  Rogers  Avenue,  east  of  the  Franklin  Avenue  station.  An  ineffi- 
cient, awkward  track  layout,  together  with  the  need  to  cross  trains  in  front  of 
one  another,  now  results  in  considerable  delay  at  this  point.  Moreover,  this 
junction  restricts  the  capacity  of  the  IRT  lines  in  Brooklyn.  The  reconstruction 
of  this  junction  to  provide  a  grade-separated,  smoother,  more  efficient  junction 
is  necessary  to  speed  up  Brooklyn  subway  service  and  to  provide  the  capacity 
needed  for  full  service  to  the  Nostrand  Avenue  and  New  Lots  Lines.  This  project 
could  be  included  as  part  of  the  Transit  Authority's  continuing  rehabilitation 
program. 

Additional  New  Subway  Cars  $28 

Approximately  200  high-speed  subway  cars  will  be  required  to  serve  the  new 
extensions  on  the  Queens  -  Brooklyn  Lines.  New  cars  will  be  capable  of  high 
performance  and  speeds  up  to  80  mph.  They  will  provide  up-to-date  amenities 
including  year-round  temperature  controls,  better  seating  and  other  conveniences 
to  satisfy  modern  travel  demands. 


Rail  Improvements  (LIRR) 

Extension  of  Electrification  $14 

Presently  MCTA  has  under  way  a  federally  aided  modernization  of  the  existing 
LIRR  electrification.  This  project  also  extends  electrification  6.3  miles  on  the 
Main  Line  from  Mineola  to  Hicksville  and  9.8  miles  on  the  Port  Jefferson  Branch 
from  Hicksville  to  Huntington.  As  part  of  the  first  priority  program,  the  electri- 
fication will  be  further  extended  from  Huntington  to  Northport  (5  miles)  on  the 
Port  Jefferson  Branch  and  from  Hicksville  to  Pinelawn  (7.6  miles)  on  the  Main 
Line.  In  addition,  high-level  platforms  will  be  constructed  at  all  of  the  stations 
along  the  newly  electrified  routes  to  permit  use  of  the  new  cars. 

Purchase  of  350  New  Cars  $84 

Presently  MCTA  has  ordered  270  new  high-speed,  air-conditioned  electric  cars 
as  the  first  stage  of  its  equipment  modernization  program.  These  cars  are  under 
construction  and  are  scheduled  for  delivery  in  the  fall  of  this  year.  As  part  of 
the  first  priority  program,  350  additional  cars  of  identical  modern  design  will  be 


Cost 
(millions) 

purchased.  This  will  provide  modern,  air-conditioned  electric  car  service  to  all 
stations  in  the  electrified  zone  including  the  new  extension  described  above. 
It  will  permit  the  Rail  Road  to  discontinue  use  of  all  pre-World  War  II  cars  in 
the  expanded  electrified  zone. 

Yard  and  Shop  Expansion  $60 

To  maintain  and  store  the  new  cars  properly  and  to  utilize  the  newly  electrified 
trackage,  the  LIRR's  yard  and  shop  facilities  will  be  expanded.  At  strategic  loca- 
tions throughout  the  electrified  zones,  new  facilities  will  be  constructed  to  meet 
these  needs. 

Signal  Improvements  $20 

To  permit  operation  of  more  trains  at  faster  speeds  and  with  greater  safety,  a 
highly  sophisticated  automatic  train  control  system  will  be  installed  including 
modernization  of  interlockings  and  expansion  of  centralized  traffic  control.  An 
operations  control  center  will  also  be  provided  to  improve  operating  efficiency 
and  allow  greater  flexibility  to  reduce  delays. 

Track  Improvements  $25 

The  new  cars  being  purchased  have  a  much  greater  performance  capability  than 
present  equipment,  including  speeds  of  100  mph.  To  best  utilize  this  potential, 
improvements  to  the  track  and  roadbed  will  be  made  throughout  the  electrified 
zone. 

Jamaica  Modernization  $13 

Jamaica  is  presently  a  bottleneck  causing  severe  speed  restrictions,  primarily 
because  of  the  need  for  passengers  to  change  at  that  point  between  diesel  and 
electrified  services.  With  the  new  electrification,  new  electric  cars,  and  possible 
use  of  dual-powered  cars,  most  commuters  can  be  delivered  directly  without 
change.  Therefore,  the  trackage  at  Jamaica  will  be  streamlined  to  permit  all 
trains  to  operate  through  this  area  with  greater  dispatch. 


Airport  Access 

LIRR  Service  to  John  F.  Kennedy  Airport  $100 

This  proposed  link  is  of  vital  importance  because  of  its  profound  effect  upon 
the  future  of  the  city  as  an  international,  commercial,  financial  and  transportation 
hub. 

JFK  Airport  has  become  almost  impossible  to  reach  by  highway  in  peak  periods, 
a  situation  that  will  worsen  in  the  coming  years.  Larger  aircraft  carrying  up  to 
500  passengers  are  scheduled  to  go  into  service  in  the  near  future  and  will 
further  overtax  existing  ground  transportation  facilities.  Nearly  20  million  pas- 
sengers used  Kennedy  Airport  last  year,  and  this  number  is  expected  to  double 
by  1975.  Further,  the  airport  as  an  employment  center  continues  to  grow  in 
importance.  There  are  more  than  35,000  jobs  at  JFK  now,  and  estimates  indicate 
this  number  will  double  in  the  next  15  years. 

Construction  of  a  new  direct  rail  link  is  recommended  from  the  LIRR  Atlantic 
Branch,  running  some  three  and  a  half  miles  to  the  terminal  area,  in  order  to 
insure  the  continued  viability  of  the  airport.  This  link  will  permit  dependable,  fre- 
quent and  convenient  service  from  midtown  Manhattan  (approximately  20  minutes) 
with  the  additional  potential  of  attracting  airport  users  from  Queens,  Brooklyn  and 
Long  Island  points  via  Jamaica.  Detailed  alignments  of  this  route  have  not  yet 
been  determined.  However,  it  appears  that  the  most  feasible  route  that  minimizes 


EASTERN  CORRIDOR  -  PHASE  ONE 


Cost 
(millions) 

the  taking  of  private  property  and  avoids  community  disruption  is  through  the 
Baisley  Pond  Park  area. 

A  structure  of  modern  architectural  design  can  make  this  facility  completely 
compatible  with  its  surroundings. 


Modern  aerial  rail  structure  in  a  landscaped  linear  park,  San  Francisco  Bay  Area,  is  example  of 
rail  design  which  is  compatible  with  surroundings. 


Transportation  Centers 

Development  of  a  Transportation  Center  at  Republic  Airport 

The  project  includes  acquisition  of  Republic  and  Zahn's  Airports  and  additional 
adjacent  lands  necessary  to  maximize  the  potential  for  an  air-rail-bus-auto-taxi 
transportation  center.  It  is  proposed  to  phase  out  use  of  Zahn's  as  an  airport 
so  that  this  site  may  be  developed  for  an  appropriate  alternate  use. 

Development  of  the  Republic  Airport  complex  will  provide  one  of  the  finest 
examples  of  a  modern  primary  general  aviation  airport  and  integrated  trans- 
portation center  in  the  nation.  The  need  for  improved  and  expanded  aviation 
facilities  in  the  New  York  metropolitan  area  is  well  documented.  Indeed,  part 
of  the  solution  to  the  region's  major  commercial  jetport  needs  lies  in  the  develop- 
ment of  facilities  such  as  Republic  to  relieve  congestion  at  the  major  airports. 

This  facility  will  provide  direct  mass  transportation  service  to  the  industrial 
heartland  of  western  Suffolk  County,  providing  an  opportunity  for  excellent  rail 
travel  to  Manhattan  as  well  as  reverse  commutation.  LIRR  express  running  time 
from  Manhattan  to  Republic  will  be  30  minutes. 

In  addition  to  land  acquisition,  the  project  involves  improvement  of  airport 
operations  and  terminal  facilities  (for  example,  navigational  and  traffic  control) 
and  multi-modal  passenger  facilities.  It  also  includes  improved  access  to  the 
railroad  station  from  the  airport,  additional  automobile  parking  space  and  im- 
proved road  access  and  traffic  circulation. 


$25 


25 


EASTERN  CORRIDOR 


DESCRIPTION  OF  PROJECTS 


PHASE  TWO 


Transit  Expansion 


Cost 
(millions) 


Added  Extension  of  Northeast  Queens  Subway 


$85 


To  meet  the  continuing  growth  in  outer  Queens,  the  northeast  Queens  subway 
will  be  extended  from  the  Queens  College-Fresh  Meadows  area  to  a  terminal  at 
Springfield  Boulevard. 


The  old  BMT  elevated  will  be  razed  in  the  business  district  of  Jamaica  and  its 
service  incorporated  with  the  new  southeastern  Queens  route.  Transit  service 
will  also  be  extended  east  of  Jamaica  to  the  vicinity  of  Hollis.  These  improve- 
ments are  needed  for  better  access  to  Jamaica,  which  is  expected  to  grow  in 
office,  retail  and  educational  activities,  and  to  coordinate  the  many  rapid  transit, 
rail,  airport  access  and  bus  routes  converging  in  Jamaica.  Demolition  of  the 
elevated  along  Jamaica  Avenue  will  help  revitalize  the  heart  of  this  sub-center. 
These  improvements  should  be  coordinated  with  redevelopment  plans  for  the 
area. 

Additional  Air-conditioned  Cars  $42 

Purchase  of  300  new  high-speed  cars  will  be  required  to  meet  the  expansion 
needs  of  subway  lines  in  this  sector. 

Expansion  of  Yards  and  Shops  $40 

Expanded  yard  and  shop  facilities  will  be  required  to  service  the  expanded  fleet 
and  extended  systems. 

Rail  Improvements  (LIRR) 

Extension  of  Electrification  $48 

To  complete  the  electrification  program,  three  additional  extensions  will  be 
undertaken.  These  are  completion  of  the  Port  Jefferson  Branch  from  Northport 
to  Port  Jefferson  (18  miles);  extension  along  the  Main  Line  from  Pinelawn  to 
Ronkonkoma  (16  miles);  and  extension  via  the  Central  Branch  from  Bethpage 
to  Patchogue  on  the  Montauk  Line  (24  miles).  High-level  station  platforms  will 
also  be  constructed  at  all  the  newly  electrified  points  to  complete  the  program. 

Purchase  of  500  New  Cars  $123 

Up  to  250  new  cars  of  identical  design  to  the  620  already  discussed  will  be 
purchased  to  serve  the  newly  electrified  lines  and  to  provide  for  future  traffic 
growth.  In  addition,  up  to  250  new  68-foot  long  cars  capable  of  operating  over 


Jamaica  Area  Improvements 


$50 


26      EASTERN  CORRIDOR  -  PHASE  TWO 


Cost 
(millions) 

the  subway  system  will  be  purchased  to  provide  for  direct  access  to  lower 
Manhattan,  as  discussed  in  the  Central  Business  District  section  of  this  report. 

Purchase  of  150  Dual-powered  Cars  $55 

New  self-propelled  equipment  will  be  purchased  for  present  diesel-powered 
territory,  preferably  dual-powered  (e.g.,  a  gas  turbine-electric  car  which  can 
serve  both  electric  and  non-electric  territory)  to  completely  modernize  all  Long 
Island  Rail  Road  service  covering  the  entire  Island. 

System  Improvements  $45 

Additional  improvements  will  be  made  to  the  yards  and  shops,  signal  system, 
stations  and  track  to  completely  develop  the  potential  of  the  new  equipment  and 
electrification  extensions. 


Transportation  Centers 

Three  Additional  Transportation  Centers  along  the  Main  Line  of  the  LIRR  $25 

A  transportation  center  at  Hicksville  will  serve  commuters  from  as  far  north  as 
Oyster  Bay  and  as  far  south  as  Levittown.  The  present  importance  of  this  station 
in  the  Long  Island  Rail  Road's  transportation  system,  its  excellent  access  and  its 
potential  as  a  major  suburban  center  are  part  of  the  area's  attributes. 

A  Pine  Aire  transportation  center  will  provide  express  rail  service  to  com- 
muters from  the  fast  growing  communities  in  Huntington,  Babylon,  Islip  and 
Smithtown.  Located  about  seven  miles  east  of  Republic,  Pine  Aire  has  excellent 
highway  access. 

A  transportation  center  at  MacArthur  Airport  in  the  vicinity  of  Ronkonkoma  is 
proposed  to  serve  the  anticipated  population  growth  of  central  Suffolk.  The  trib- 
utary area  for  this  center  is  expected  to  have  the  sharpest  population  increase 
of  any  section  of  Long  Island.  By  1985  it  should  reach  over  250,000.  The  site 
would  be  located  at  MacArthur  Airport,  an  important  commercial  facility. 

General  Aviation  $20 

Additional  general  aviation  airports  will  be  required  on  Long  Island  to  meet 
anticipated  aviation  demands  over  the  years.  MCTA  generally  endorses  the  Tri- 
State  Transportation  Commission's  recommendations  on  general  aviation  airports 
and  proposes  the  following,  recognizing  that  no  specific  sites  are  yet  determined: 

■  A  limited  capacity  airport,  in  Suffolk  County,  approximately  equidistant  be- 
tween Republic  and  MacArthur  Airports,  will  ultimately  be  needed  to  relieve  the 
proposed  Republic  Airport  of  future  instructional  and  recreational  flight  activities. 

■  A  similar  limited-use  airport  will  eventually  be  required  in  northeast  Suffolk  to 
relieve  anticipated  pressures  on  existing  airfields  in  eastern  Long  Island. 


NORTHERN  CORRIDOR 


NORTHERN  CORRIDOR    MANHATTAN -BRONX  SECTOR 


TRANSIT  EXPANSION  PROGRAM 

New  Rapid  Transit  Line  or  Extension 
Existing  Line  to  be  Rehabilitated 
Existing  Junction  to  be  Reconstructed 
Existing  Elevated  Line  to  be  Removed 


PHASE 
ONE 


iiiiiiiiii 


PHASE 
TWO 


AVIATION  AND  TRANSPORTATION  CENTERS 


RAIL  IMPROVEMENT  PROGRAM 

Existing  Rail  Line  to  be  Modernized 

and  Re-equipped 
Rail  Line  to  be  Extended 
Existing  Station  to  be  Modernized 

Transportation  Center 


PHASE  PHASE 
ONE  TWO 


£E3  CS3 


o 


Peekskill 


Poughkeepsie 


YORK 


DUTCHESS 


PUTNAM 


Brewster 


Spring  \ 
Valley  Tar  rtown  i,  r\K\*.\ 

Or^geburg      /  North  ^r~T 

J 

'Rye 


White 
I  Plains 
North 


Grand  Central 
Terminal 

Penn 
Station 


NORTHERN  CORRIDOR 

AVIATION  AND  TRANSPORTATION 
CENTERS 

Transportation  Center 
General  Aviation  Airport 
General  Aviation  Airport 

Specific  Site  Not  Determined 


PHASE  PHASE 
ONE  TWO 


O 


O 


NORTHERN  CORRIDOR 


DESCRIPTION  OF  PROJECTS 
PHASE  ONE 


Transit  Expansion  (millions 

Second  Avenue  Subway— 63rd  Street,  Manhattan,  to  138th  Street,  the  Bronx  $1 

First  priority  has  been  given  to  the  construction  of  the  Second  Avenue  subway 
north  from  the  midtown  area  to  the  Bronx,  because  this  section  is  urgently 
needed  to  relieve  the  Lexington  Avenue  subway  and  break  the  East  Side  bottle- 
neck. This  project  will  provide  the  added  capacity  needed  for  improved  rapid 
transit  service  to  the  Northern  Corridor.  It  will  reduce  overcrowding  on  the  Lex- 
ington Avenue  and  Bronx  subway  lines  and  will  permit  more  reliable  and  faster 
schedules  to  the  outer  sections  of  the  northern  Bronx. 

In  the  lower  Bronx,  the  recommended  route  will  be  a  high-speed  express 
bypass  built  adjacent  to  the  existing  Pelham  Bay  subway  under  138th  Street. 
The  Brook  Avenue  station  will  be  reconstructed  to  permit  an  across-the-platform 
transfer  between  Second  Avenue  and  Lexington  Avenue  trains. 

The  amount  of  money  indicated  for  the  Second  Avenue  subway  will  permit  the 
construction  of  a  basic  two-track  subway,  with  extra  tracks  as  required  for  effi- 
cient operation,  expandable  at  some  future  time  to  four  tracks.  An  analysis  of  the 
passenger  loads  carried  on  the  present  subways  shows  that  a  two-track  facility 
can  significantly  reduce  present  overcrowding.  The  expenditure  of  the  extra 
money  —  over  $200  million  —  needed  to  develop  a  full  four-track  facility  is  not 
possible  at  this  time  without  drastically  curtailing  the  scope  of  the  Queens  and 
Brooklyn  programs. 

Second  Avenue  Extension  to  Dyre  Avenue,  the  Bronx 

The  Second  Avenue  Line  will  then  continue  from  a  portal  east  of  Bruckner 
Boulevard  as  a  two-track,  high-speed  bypass  following  the  abandoned  roadbed 
of  the  defunct  New  York,  Westchester  &  Boston  Railroad.  This  route,  which  will 
be  relatively  inexpensive  to  construct,  will  extend  some  three  miles  northward  to 
a  junction  with  the  Dyre  Avenue  Line  at  East  180th  Street  and  the  Pelham  Bay 
Line  at  Whitlock  Avenue.  The  Dyre  Avenue  Line  station  platforms  will  be  adapted 
to  accommodate  the  new  Second  Avenue  trains. 

As  part  of  this  project,  the  White  Plains  Road  Line  will  be  relocated  in  the 
vicinity  of  East  177th  Street  to  eliminate  several  sharp  curves  and  to  achieve 
convenient,  across-the-platform  transfer  between  White  Plains  Road  and  Second 
Avenue  trains  at  East  180th  Street.  Thus  the  upper  White  Plains  Road  Line  will 
be  an  effective  feeder  to  the  Second  Avenue  Line,  and  travel  time  from  East  241st 
Street  will  be  reduced. 

Second  Avenue  Line  Connection  to  Upper  Pelham  Line 

The  Upper  Pelham  Bay  Line  will  be  incorporated  into  the  Second  Avenue  Line  by 
means  of  a  new  connection  near  Whitlock  Avenue.  The  lower  portion  of  the 


32      NORTHERN  CORRIDOR  -  PHASE  ONE 


NHRR  CAR  REPLACEMENTS 


PRESENT  PHASE  ONE 

PROGRAM 


PCRR  CAR  REPLACEMENTS 


PRESENT  PHASE  ONE 

PROGRAM 


Cost 
(millions) 

Pelham  Bay  Line  will  provide  improved  service  in  the  lower  Bronx  via  the  Lex- 
ington Avenue  route,  while  faster  service  is  offered  to  the  Upper  Pelham  Bay  Line 
from  the  Second  Avenue  line  by  using  longer  stretches  of  the  high-speed  route. 
To  accommodate  wider  and  longer  Second  Avenue  trains,  station  platforms  must 
be  cut  back  and  lengthened. 

Second  Avenue  trains  could  alternate  between  Dyre  Avenue  and  Pelham  Bay 
Park  terminals. 

149th  Street  Junction  Improvements  — 

In  addition  to  Second  Avenue  subway  improvements  in  the  Bronx,  we  recom- 
mend the  reconstruction  of  the  IRT  subway  junction  at  149th  Street  to  eliminate 
slow-speed,  hairpin  curves  used  by  Lexington  Avenue-White  Plains  Road  trains, 
reduce  delays,  increase  system  capacity  and  reduce  operating  and  maintenance 
costs. 

This  project  could  be  included  as  part  of  the  Transit  Authority's  continuing 
rehabilitation  program. 

Air-conditioned  Cars  $42 

Approximately  300  new  high-speed  air-conditioned  subway  cars  will  be  needed 
for  service  on  extensions  in  upper  Manhattan  and  the  Bronx. 

Rail  Improvements 

Modernization  of  New  Haven  Railroad  Commuter  Service  $43* 

Together  with  the  Connecticut  Transportation  Authority  and  using  Federal  aid 
already  granted,  the  New  Haven  Railroad  commuter  service  will  be  secured  and 
completely  modernized.  The  program  includes  purchase  of  up  to  144  new  high- 
speed, air-conditioned  electric  cars  similar  to  those  being  acquired  for  the  LIRR; 
rehabilitation  of  100  existing  air-conditioned  electric  cars;  station  modernization, 
including  all  high-level  platforms  in  electrified  territory;  and  modernization  of  the 
electrification,  installation  of  an  automatic  train  control  system  and  track  rehabili- 
tation. The  total  cost  of  the  bi-state  program,  including  an  allowance  for  possible 
purchase,  is  $104  million.  New  York  State's  share  of  this  is  $43  million,  which 
would  be  reduced  with  the  addition  of  Federal  funds,  of  which  $12.4  million  has 
already  been  granted. 
•Includes  Federal  funds 

Modernization  of  New  York  State  Portion  of 

Penn  Central  Railroad  Commuter  Service  $80 

To  provide  modern,  air-conditioned  electric  car  service  to  all  of  the  electrified 
trackage  of  the  Penn  Central,  130  new  high-speed,  air-conditioned  electric 
cars  like  those  being  purchased  for  the  LIRR  will  be  needed.  Electrification  will 
be  extended  28  miles  from  North  White  Plains  to  Brewster  on  the  Harlem  Divi- 
sion, and  the  electrified  system  will  be  modernized  to  provide  for  greater  per- 
formance capability.  High-level  platforms  will  be  constructed  at  all  of  the  stations 
served  by  the  new  cars. 

An  express  third  track  will  be  constructed  between  Mt.  Vernon  and  North 
White  Plains  to  provide  high-speed  service  to  the  area  served  by  the  new  elec- 
trification. An  automatic  train  control  system  —  similar  to  the  one  proposed  for 
the  New  Haven  —  will  be  installed  from  New  York  City  to  Brewster  for  purposes 
of  greater  capacity,  speed  and  safety. 

Modernization  of  the  New  York  State  Portion  of  the  Erie  Lackawanna  Railroad  $2 

In  conjunction  with  a  similar  program  now  under  way  by  the  State  of  New  Jersey, 
it  is  proposed  that  New  York  provide  new  equipment  to  modernize  the  existing 
rail  commuter  service  of  the  Erie  Lackawanna  Railroad  in  Rockland  and  Orange 
Counties.  This  line  has  potential  in  this  growth  area  of  the  region. 


NORTHERN  CORRIDOR  -  PHASE  ONE  33 


Cost 

(millions) 

It  is  proposed  to  study  use  of  dual-powered,  self-propelled  cars  to  provide 
future  high-speed  commuter  service  from  all  communities  along  the  Erie  Lacka- 
wanna Main  Line  and  the  New  Jersey  and  New  York  branch.  It  is  also  proposed 
to  study  the  feasibility  of  operating  this  service  directly  to  Pennsylvania  Station 
in  Manhattan  by  means  of  suitable  track  connections  in  the  vicinity  of  Secaucus, 
New  Jersey.  It  is  assumed  the  cost  of  this  track  connection  will  be  shared  by 
the  two  states. 

Transportation  Centers  and  General  Aviation  $32 

General  Aviation  Airport  —  Northwest  Westchester 

Westchester  County  recently  lost  an  important  general  aviation  facility  at 
Armonk  due  to  construction  of  Interstate  Highway  Route  87  and  relocated  Route 
22.  A  replacement  of  this  facility  should  be  located  in  northwest  Westchester, 
where  it  could  also  help  serve  Putnam  County  airport  needs.  Several  sites  are 
being  evaluated  by  MCTA  and  Westchester  County.  The  most  favorable  site  lies 
south  of  Route  6  in  northwest  Somers.  A  second  site  under  review  having  some 
merit  would  be  located  partly  on  filled  land  just  west  of  the  Penn  Central  Railroad 
at  Croton-Harmon. 

Rye 

Provides  interchange  with  New  Haven  Railroad  commuter  service,  Interstate  High- 
ways 95  and  287,  and  possibly  Northeast  Corridor  rail  service  between  New  York 
and  Boston. 

White  Plains  Area 

Provides  interchange  with  Penn  Central  Harlem  Division  and  Interstate  Route  287. 


Tarrytown 

Good  access  to  a  transportation  center  in  Tarrytown  will  be  provided  via  Route  9, 
Interstate  287  and  the  New  York  State  Thruway.  The  center  will  serve  west  central 
Westchester  and  some  commuters  from  Rockland. 

Spring  Valley 

The  central  Rockland  area,  west  of  the  Hudson,  will  be  served  by  this  transporta- 
tion center,  which  provides  interchange  between  the  New  Jersey  and  New  York 
branch  of  the  Erie  Lackawanna  Railroad,  Interstate  Highway  287,  local  and 
express  bus  service  to  New  York. 

A  general  aviation  airport  capable  of  handling  the  present  and  future  needs  of 
Rockland  and  southern  Orange  Counties  and  adjoining  areas  should  be  located 
in  central  Rockland.  It  should  be  provided  with  excellent  access  to  the  Spring 
Valley  transportation  center  as  well  as  the  area's  major  highways. 

Pearl  River 

The  south  central  sector  of  Rockland  County  will  be  served  by  a  major  center  for 
rail  and  express  bus  service,  located  at  a  point  where  the  new  State  Route  304 
crosses  the  New  Jersey-New  York  branch  of  the  Erie  Lackawanna  Railroad,  just 
north  of  the  local  business  district. 


Orangeburg 

The  southeastern  sector  of  Rockland  County  will  be  served  by  a  highway,  bus  and 
possibly  rail  center  near  the  intersection  of  Route  303  and  the  Palisades  Parkway. 
This  center  will  be  near  the  rights-of-way  of  the  Penn  Central  and  the  Erie  Lacka- 
wanna Railroads,  offering  a  potential  for  possible  future  commuter  rail  service. 


NORTHERN  CORRIDOR 


DESCRIPTION  OF  PROJECTS 


PHASE  TWO 


Transit  Expansion 


Cost 
(millions) 


Concourse  Line  Extension  to  Northeast  Bronx 


$19 


A  short  0.6  mile  extension  of  the  Concourse  subway  to  a  new  terminal  and  trans- 
fer station  at  White  Plains  Road  is  recommended  to  provide  better  access  to  the 
northeast  Bronx.  The  transfer  connection  to  the  White  Plains  Road  Line  will 
result  in  better  coordination  of  Bronx  transit  services  and  improve  travel  between 
the  east  and  west  Bronx. 

Third  Avenue  Elevated  Replacement  $95 

The  Third  Avenue  elevated  is  a  slow,  obsolete,  blighting  structure,  much  of  it 
built  before  the  turn  of  the  century.  The  present  service  is  a  shuttle  operation 
which  is  unsatisfactory,  requiring  an  inconvenient  transfer  at  149th  Street.  The 
Third  Avenue  elevated  will  be  replaced  with  a  modern  rapid  transit  line  with 
through  service  to  Manhattan.  It  is  recommended  that  this  be  done  by  con- 
structing extra  trackage  adjacent  to  the  Penn  Central  Railroad  on  Park  Avenue. 
The  replacement  transit  route  could  connect  with  either  the  new  Second  Avenue 
subway  or  the  existing  IRT  subway. 

Efforts  should  be  undertaken  to  coordinate  this  replacement  with  a  renewal 
program  to  improve  the  environment  of  the  Third  Avenue-Park  Avenue  corridor. 
This  might  include  covering  over  the  exposed  railroad  cut.  The  renewal  program 
will  require  separate  financing. 

Extension  of  Pelham  Line  to  Co-op  City  $20 

The  huge  Co-op  City  development,  which  will  house  some  50,000  people,  will 
require  improved  transportation  facilities.  A  direct  link  to  Co-op  City  is  proposed 
by  extending  the  converted  Pelham-Second  Avenue  Line  from  the  present  station 
at  Pelham  Bay  Park  to  a  modern  terminal  located  within  the  housing  complex. 

New  Air-conditioned  Cars  $28 

Purchase  of  200  high-speed  subway  cars  will  be  required  to  serve  the  major 
transit  expansions  in  the  Upper  Manhattan-Bronx  Area. 


Expansion  of  Shops  and  Yards  $60 

Expansion  of  shop  and  yard  facilities  will  be  needed  to  service  the  enlarged  fleet 
of  cars. 


36      NORTHERN  CORRIDOR  -  PHASE  TWO 


Cost 
(millions) 

Rail  Improvements 

Completion  of  Modernization  of  Penn  Central  Railroad  Commuter  Service  $34 

On  the  Hudson  Division,  electrification  will  be  extended  to  Peekskill;  new,  high- 
speed electric  cars  will  be  purchased,  the  signal  system  modernized  and  a  new 
train  control  system  will  be  installed.  Also,  the  purchase  of  25  dual-powered  cars 
is  required  for  the  remaining  non-electrified  service.  Finally,  construction  of  a 
new  subway-rail-bus  transportation  center  at  149th  Street  in  the  Bronx  is  recom- 
mended. 

Completion  of  Modernization  of  Erie  Lackawanna  Railroad  (New  York  portion)  $10 

To  provide  for  future  growth  of  the  area  west  of  the  Hudson,  approximately  25 
dual-powered  self-propelled  cars  will  be  purchased.  This  will  make  possible  a 
high-speed  commuter  service  from  all  communities  along  the  Erie  Lackawanna 
Main  Line  and  the  New  Jersey  and  New  York  Branch.  To  permit  direct  service  to 
Penn  Station,  a  new  track  connection  would  be  required  as  part  of  a  joint  effort 
by  the  States  of  New  Jersey  and  New  York. 


Transportation  Centers  $13 
Brewster 

The  Brewster  transportation  center  will  provide  interchange  with  the  Penn  Central 
Harlem  Division  and  Interstate  Highways  84  and  87. 

New  City 

This  center  will  provide  bus  terminal  and  related  transportation  center  facilities 
along  Route  304,  north  of  the  New  City  business  district. 

Beacon 

This  will  provide  interchange  with  Penn  Central  Hudson  Division  and  Interstate  84. 
Suffern 

A  transportation  center  in  this  area  will  provide  interchange  between  the  Main 
Line  of  the  Erie  Lackawanna  Railroad,  Interstate  287,  the  N.Y.  State  Thruway, 
and  express  bus  service  to  New  York. 

Goshen 

An  interchange  between  the  Main  Line  of  the  Erie  Lackawanna  Railroad,  Inter- 
state 84,  Route  17  Quickway  and  bus  service  to  New  York  will  be  provided. 

Additional  centers  as  needed 


General  Aviation  $15 

Additional  general  aviation  airports  will  be  needed  to  support  instructional, 
recreational  and  limited  business  activities  at  existing  airports  as  well  as  those 
already  proposed  by  MCTA.  Such  an  airport  should  be  provided  for  southwest 
Dutchess,  to  serve  that  county  and  nearby  Putnam  County  areas.  As  population 
growth  and  recreation  activities  in  the  northern  sector  increase,  additional  air- 
ports may  be  required. 


SOUTHERN  CORRIDOR 


SOUTHERN  CORRIDOR 


DESCRIPTION  OF  PROJECTS 
PHASE  ONE 


Cost 
(millions) 

Transit  Expansion 

Staten  Island  Rapid  Transit  Railway  (SIRT)  $25 

The  SIRT  is  an  electrified,  grade-separated  rapid  transit  line  extending  the  full 
14-mile  length  of  Staten  Island.  The  railroad  was  last  modernized  and  re-equipped 
in  1925,  and  is  in  dire  need  of  rehabilitation.  The  present  over-age  cars  will  be 
replaced,  the  electrical  system  will  be  modernized,  and  improvements  to  the 
signal  system,  roadbed  and  stations  will  be  made.  The  result  will  be  a  modern, 
high-speed,  rapid  transit  line. 

If  major  investments  are  made,  it  will  be  necessary  to  secure  such  capital 
investment  by  acquiring  the  line  or  otherwise  insuring  its  long-term  operations. 
The  City  of  New  York  currently  leases  the  line  and  subsidizes  its  operation  by  the 
private  Staten  Island  Rapid  Transit  Railway  Company  —  a  subsidiary  of  the 
C&O/B&O  railway  system. 

Staten  Island  is  the  last  area  within  the  boundaries  of  New  York  City  that  is 
still  relatively  undeveloped.  Substantial  growth  is  expected  over  the  next  few 
decades,  with  a  predicted  doubled  population  and  employment  by  1985. 


Staten  Island  Rapid  Transit  Railway  provides  the  only  rapid  transit  service  lor  New  York  City's 
rapidly  growing  "last  frontier."  It  requires  replacement  ol  obsolete  rolling  stock  and  modernized 
equipment. 


SOUTHERN  CORRIDOR 


DESCRIPTION  OF  PROJECTS 


PHASE  TWO 


Transit  Expansion 


Cost 
(millions) 


Staten  Island  Rapid  Transit  Railway  (SIRT) 


$10 


It  is  also  proposed  to  explore  the  possibility  of  additional  service  to  meet  the 
long-term  growth  of  the  Island.  Funds  will  also  be  needed  to  purchase  new  cars 
and  facilities. 

In  the  immediate  years  ahead,  population  increases  and  densities  are  not 
expected  to  require  major  new  construction;  however,  planning  will  be  undertaken 
looking  to  the  future  when  a  high-speed,  direct  rail  tunnel  link  to  Manhattan  will 
provide  for  the  needs  of  this  Corridor  to  the  year  2000. 


MANHATTAN  CENTRAL  BUSINESS  DISTRICT 


CENTRAL  BUSINESS  DISTRICT 


PHASE 

TRANSIT  EXPANSION  PROGRAM  ONE 

New  Rapid  Transit  Line  or  Extension 
New  Midtown  Distribution  System 

RAIL  IMPROVEMENT  PROGRAM 

Existing  Rail  Line  to  be  Modernized  ^+^4" 

and  Re-equipped 
Rail  Line  to  be  Extended 
Existing  Station  to  be  Modernized 


TRANSPORTATION  CENTER 

Transportation  Center 


o 


MANHATTAN  CENTRAL  BUSINESS  DISTRICT 


DESCRIPTION  OF  PROJECTS 
PHASE  ONE 


Transit  Expansion  (mSmom) 

Second  Avenue  Subway,  63rd  Street  to  34th  Street  $70 

This  section  of  the  Second  Avenue  subway  is  needed  to  provide  additional  service 
in  the  growing  East  Midtown  area.  It  makes  available  added  track  capacity  neces- 
sary to  accommodate  the  new  services  from  the  Bronx  and  Queens.  This  will  give 
Queens  direct  access  to  an  East  Side  route  via  a  connection  with  the  63rd  Street 
tunnel. 

63rd  Street  Crosstown  Connections  $130 

A  crosstown  subway  will  be  constructed  under  63rd  Street  connecting  the  end  of 
the  new  tunnel  at  York  Avenue  with  the  new  57th  Street  station  of  the  Sixth 
Avenue  subway  and  to  the  57th  Street  station  of  the  BMT  at  Seventh  Avenue. 

Also  included  in  the  project  are  two  connections  to  the  Second  Avenue  sub- 
way. The  southerly  one  will  allow  Queens  trains  to  turn  south  into  lower  Second 
Avenue.  The  northerly  one  will  permit  Bronx  trains  to  turn  west,  via'  63rd  Street, 
and  south  into  the  BMT  Broadway-Seventh  Avenue  subway.  The  northerly  con- 
nection will  provide  a  convenient  east-west  service,  enabling  passengers  to  travel 
between  the  upper  East  Side  residential  areas  and  the  West  Side  of  the  midtown 
business  district  without  transfer,  and  will  provide,  for  the  first  time,  direct  access 
to  the  West  Side  for  riders  from  the  Pelham  Bay  Line.  It  will  also  provide  a  route 
to  lower  Manhattan  via  the  BMT  line  for  Second  Avenue  trains  before  the  Phase 
Two  extension  of  the  Second  Avenue  line  to  lower  Manhattan  is  constructed. 


Rail  Improvements 

New  East  Midtown  Terminal  for  LIRR  $195 

Connections  will  be  provided  in  Queens  to  the  new  63rd  Street  tunnel  and  in 
Manhattan  from  the  tunnel  to  a  new  East  Midtown  terminal  for  the  LIRR  under 
Third  Avenue  in  the  vicinity  of  48th  Street.  The  terminal  will  be  developed  as  part 
of  the  Metropolitan  Transportation  Center,  described  below. 

Metropolitan  Transportation  Center  — 

It  is  further  proposed  to  develop  a  full  block  in  East  Midtown  Manhattan  as  a 
Metropolitan  Transportation  Center,  which  will  not  only  include  the  East  Side 
terminal  of  the  Long  Island  Rail  Road,  but  an  East  Midtown  air  terminal  for  high- 
speed access  to  Kennedy  Airport  via  the  Long  Island  Rail  Road  and  a  major  inter- 
change point  for  east-west  movement  of  people  via  a  midtown  distribution  sys- 
tem proposed  for  Phase  Two. 

The  area  above  the  essential  floors  needed  for  these  purposes  and  for  bus  and 


MANHATTAN  CENTRAL  BUSINESS  DISTRICT  -  PHASE  ONE  45 


Cost 
(millions) 

taxi  access  and  parking  will  be  developed  for  office  use.  Rental  of  such  space 
will  cover  the  cost  and  development  of  the  expanded  center. 

The  center  will  provide  for  pedestrian  access  from  the  Lexington  and  Second 
Avenue  subways,  the  Long  Island  Rail  Road,  the  Penn  Central  and  the  New 
Haven  Railroads  via  a  new  north  end  access  to  Grand  Central  Terminal  (dis- 
cussed below)  and  the  midtown  distribution  system.  The  center  will  provide 
facilities  for  passengers,  baggage  handling,  mail  handling,  airline  ticketing,  and 
the  like  necessary  for  present  day  and  future  air  terminal  usage. 

From  this  transportation  center,  a  passenger  will  be  able  to  check  his  baggage, 
purchase  his  ticket  and  be  assured  that  this  will  be  a  scheduled  and  reliable  link 
in  his  journey.  He  will  be  able  to  travel  swiftly  and  directly  to  Kennedy  Airport 
without  bothering  about  his  baggage  until  he  reaches  his  final  destination. 

This  center  will  lessen  the  demand  for  JFK  Airport  terminal  and  parking  facili- 
ties, as  many  passengers  will  have  already  checked  in  and  begun  their  journey. 

This  Metropolitan  Transportation  Center  will  result  in  a  more  integrated  trans- 
portation network,  coordinating  modernized  high-speed  railroads,  subways,  "new 
technology  "  pedestrian  movement  and  air  service. 

Brooklyn  Terminal  Improvements  for  LIRR  $5 

In  preparation  for  the  Phase  Two  extension  of  LIRR  service  to  lower  Manhattan, 
improvements  will  be  made  to  the  existing  facilities  to  provide  for  full  utilization 
of  the  new  cars  and  improve  the  operations. 

Penn  Station  Improvements  for  LIRR  $6 

These  improvements  will  provide  for  greater  utilization  of  ten-car  trains  of  the 
new  cars  at  all  LIRR  platforms  to  meet  the  immediate  needs  of  this  terminal. 
Future  growth  projections  indicate  that  this  station  will  always  be  heavily  used. 

North  End  Access  at  Grand  Central  Terminal  — 

The  Penn  Central  will  be  asked  to  provide  north  end  access  in  the  vicinity  of  48th 
Street  from  the  existing  station  platforms  at  Grand  Central  Terminal.  This  will 
provide  a  much  shorter  walk  for  commuters  going  north  and  will  also  relieve 
crowding  and  congestion  in  the  existing  concourses. 


MANHATTAN  CENTRAL  BUSINESS  DISTRICT 


DESCRIPTION  OF  PROJECTS 


PHASE  TWO 


Transit  Expansion 


Cost 
(millions) 


Second  Avenue  Subway,  East  34th  Street  to  Whitehall  Street 


$115 


The  extension  of  the  Second  Avenue  line  southward  from  a  temporary  terminal 
at  East  34th  Street  to  a  new  terminal  under  Water  Street  near  Whitehall  Street 
in  downtown  lower  Manhattan  will  complete  the  Second  Avenue  line.  It  will  pro- 
vide a  new  link  between  Midtown  and  Downtown  Manhattan,  serve  the  burgeon- 
ing office  developments  along  or  near  Water  Street,  accommodate  the  growing 
East  Side  residential  areas  below  34th  Street,  and  provide  a  fast,  direct  route  to 
lower  Manhattan  for  Queens  trains. 

The  extension  will  pass  through  the  Grand  Street  station  of  the  Chrystie  Street 
subway,  which  will  be  enlarged,  as  provided  in  the  design  of  that  station.  Pas- 
sengers from  the  BMT  system  in  Brooklyn  will  be  able  to  make  an  across-the- 
platform  transfer  to  Second  Avenue  trains  at  Grand  Street.  Transfer  to  other 
Brooklyn  and  crosstown  routes  will  also  be  possible  at  Houston  Street  and  at 
14th  Street. 

As  in  the  case  of  the  upper  Second  Avenue  line,  the  money  shown  is  adequate 
to  construct  a  two-track  facility,  with  provision  for  expansion  to  four  tracks 
north  of  Grand  Street  if  ever  required  in  the  future. 

New  Midtown  Distribution  System  $250 

While  all  of  the  new  access  routes  will  improve  delivery  to  Manhattan,  the  prob- 
lem still  remains  of  improving  circulation  within  the  Central  Business  District 
itself.  This  is  especially  true  in  mid-Manhattan  which  is  spread  out  over  a  wider 
area  than  the  highly  concentrated  downtown  financial  district. 

The  subway  and  rail  systems  serve  their  functions  well  as  high-capacity,  line- 
haul  services.  However,  conventional  rail  systems  cannot  fulfill  the  need  for 
relatively  short  journeys  ranging  over  a  span  of  a  few  city  blocks.  On  the  other 
hand,  travel  on  the  surface  street  network,  either  by  bus  or  taxi,  is  slow  and  often 
barely  exceeds  walking  speeds.  A  new  system  is  proposed  to  meet  this  mid- 
town  distribution  problem.  Technology  has  now  progressed  to  the  point  where 
it  is  feasible  to  design  and  develop  a  system  for  this  purpose.  Four  linked  routes 
on  57th,  48th,  42nd  and  33rd  Streets  are  proposed.  These  will  provide  easy  dis- 
tribution from  all  of  the  midtown  commuter  terminals,  both  rail  and  bus,  as  well 
as  interconnect  all  of  the  trunk-line  subways. 

The  type  of  system  envisioned  would  basically  augment  the  pedestrian  func- 
tion. It  must  be  available  on  a  24-hour-a-day,  7-day-a-week  basis  without  long 
waits  for  service.  The  possibility  of  using  high-speed  conveyors,  small  rail  cars, 
or  some  form  of  automated  guided  car  system,  such  as  was  once  proposed  as  a 


MANHATTAN  CENTRAL  BUSINESS  DISTRICT  -  PHASE  TWO  47 


Cost 
(millions) 

replacement  for  the  42nd  Street  shuttle,  will  be  investigated,  as  will  an  alternative 
approach  which  would  extend  the  Second  Avenue  subway  across  48th  Street  to 
a  West  Side  terminal.  The  new  midtown  distribution  system  will  expand  the  area 
served  by  rapid  transit  including  the  presently  under-developed  western  part  of 
the  area. 


Rail  Improvements 

Extension  of  LIRR  Service  to  Lower  Manhattan  $65 

Suitable  connections  from  the  Brooklyn  line  of  the  LIRR  into  the  subway  system 
will  provide  direct  service  from  Long  Island  to  the  Wall  Street  area.  This  will 
require  250  new  cars  discussed  above,  and  complete  the  Long  Island  Rail  Road 
CBD  terminal  program  which  will  deliver  riders  more  closely  to  their  jobs. 


Complete  Penn  Station  Improvements 

Additional  passenger  and  train  facilities  will  be  provided  to  serve  the  future 
growth  and  continued  use  of  this  strategically  located  terminal. 


$11 


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PRELIMINARY  CONCEPT  OF 


METROPOLITAN  TRANSPORTATION  CENTER 


ORDER  OF  MAGNITUDE  COST  ESTIMATES 


ORDER  OF  MAGNITUDE  COST  ESTIMATE 


(Summary  By  Programs) 

(Cost  in  millions) 

PHASE 

PHASE 

Program 

One 

Two 

Total 

Transit  Expansion   

  $  961 

$  814 

$1775 

Rail  Improvement   

  547 

391 

938 

Transportation  Centers   

  8 

38 

46 

Mass  Transit  Total   

  $1516 

$1243 

$2759 

1  AO 

l  o<\ 

Program  Total   

  $1665 

$1278 

$2943 

(Summary  By  Corridors) 

EASTERN  CORRIDOR 

Transit  Expansion  

  $  465 

$  217 

$  682 

Rail  Improvement  

  216 

271 

487 



25 

25 

General  Aviation/Airport  Access  

  125 

20 

145 

Total  

  $  806 

$  533 

$1339 

NORTHERN  CORRIDOR 

Transit  Expansion  

  $  271 

$  222 

$  493 

Rail  Improvement   

  125 

44 

169 

Transportation  Centers   

  8 

13 

21 

General  Aviation  

  24 

15 

39 

Total   

  $  428 

$  294 

$  722 

SOUTHERN  CORRIDOR 

Transit  Expansion  

  $  25 

$  10 

$  35 

Total  

  $  25 

$  10 

$  35 

CENTRAL  BUSINESS  DISTRICT 

Transit  Expansion  

  $  200 

$  365 

$  565 

Rail  Improvement  

  206 

76 

282 

Total  

  $  406 

$  441 

$  847 

53 


ORDER  OF  MAGNITUDE  COST  ESTIMATE 

(By  Program)  (Cost  in  minions) 

Transit  Expansion 

PHASE  PHASE 

EASTERN  CORRIDOR  One^  Two  Total 

Queens  approach  to  63rd  Street  Tunnel   $45  $  —  $45 

Additional  express  track  for  Queens  IND   70  —  70 

New  northeast  Queens  subway  line   150  85  235 

New  southeast  Queens  rapid  transit  line   100  —  100 

Jamaica  area  improvements,  extension  of  subway  service  eastward 

and  removal  of  part  of  BMT  El   —  50  50 

Nostrand  Avenue  subway  extension  to  a  modern  terminal   60  —  60 

New  Lots  line  extension  to  a  modern  terminal   12  —  12 

Rogers  Avenue  junction  improvement   — 

Additional  air-conditioned  subway  cars   28  42  70 

Expansion  of  yards  and  shops    —  40  40 

Total  Eastern  Corridor  Transit   $465  $217  $682 

NORTHERN  CORRIDOR 

Second  Avenue  subway,  63rd  Street  to  lower  Bronx   $150  $  —  $150 

Second  Avenue  Extension  to  Dyre  Avenue,  Bronx   60  —  60 

Second  Avenue  Connection  to  Upper  Pelham  Line   19  —  19 

Concourse  Line  Extension  to  Northeast  Bronx   —  19  19 

Third  Avenue  Elevated  Replacement   —  95  95 

Pelham  Extension  to  Co-op  City   —  20  20 

149th  Street  IRT  Improvements   ,   *  —  * 

Air-conditioned  subway  cars   42  28  70 

Expansion  of  yards  and  shops    —  60  60 

Total  Northern  Corridor  Transit   $271  $222  $493 


"Continuing  Transit  Authority  rehabilitation  program 


54 


ORDER  OF  MAGNITUDE  COST  ESTIMATE 


(By  Program) 

Transit  Expansion  (cost  in  minions) 

PHASE  PHASE 

SOUTHERN  CORRIDOR  ^ne_  Two_  Total 
Rehabilitation  and  re-equipment  of  the  Staten  Island 

Rapid  Transit  Railway  (SIRT)  Tottenville  line                                       $  25  $  —  $  25 

Additional  rehabilitation  of  the  SIRT                                                        —  10  10 

Total  Southern  Corridor  Transit                                                  $  25  $  10  $  35 

CENTRAL  BUSINESS  DISTRICT 

63rd  Street  crosstown  subway  including  connection  to  Sixth, 

Seventh  and  new  Second  Avenue  subways   130                 —  130 

Second  Avenue  subway,  63rd  Street  to  vicinity  of  E.  34th  Street   70                  —  70 

Second  Avenue  subway,  E.  34th  Street  to  Whitehall  Street   —                115  115 

New  CBD  distribution  system  in  the  vicinity  of 

33rd,  42nd,  48th  and  57th  Streets    — _  250  250 

Total  CBD  Transit  Expansion*   $200              $365  $565 

*cars,  yards  and  shops  included  in  corridor  estimate. 


ORDER  OF  MAGNITUDE  COST  ESTIMATE 


(By  Program) 


Rail  Improvement 

(Cost  in  millions) 

PHASE 

PHASE 

EASTERN  CORRIDOR 

One 

Two 

Total 

Long  Island  Rail  Road  Modernization  — 

Extension  of  Electrification  and  High  Level  Platforms 

Huntington  to  Northport,  Hicksville  to  Pinelawn  

  $  14 

$  - 

$  14 

Northport  to  Port  Jefferson,  Pinelawn  to  Ronkonkoma, 

48 

48 

Subtotal   

  $  14 

$  48 

$  62 

New  High  Speed,  Air-conditioned  Cars 

350  85'  electric  cars  

  $  84 

$  - 

$  84 

250  68'  electric  cars  for  lower  Manhattan  service  

63 

63 

150  gas  turbine  electric  cars  for  non-electrified  territory  

55 

55 

250  85'  electric  cars  for  future  traffic  

60 

60 

Subtotal   

  $  84 

$178 

$262 

System  Improvements 

  $  60 

$  - 

$  60 

Signal  improvements   

  20 

20 

40 

Station  improvements  

5 

5 

Track  improvements  

  25 

20 

45 

  13 

13 

Subtotal   

  $118 

$  45 

$163 

Total  Long  Island  Rail  Road  

  $216 

$271 

$487 

  $216 

$271 

$487 

55 


ORDER  OF  MAGNITUDE  COST  ESTIMATE 


(By  Program) 


Rail  Improvement 

PHASE 

NORTHERN  CORRIDOR  One 
New  Haven  Railroad  Modernization 

144  new  high-speed  electric  cars   $  36 

Rehabilitation  of  100  existing  1954  electric  cars   6 

Station  modernization  including  high-level  platforms    9 

Modernization  of  the  electrical  system 

including  conversion  to  commercial  frequency   9.1 

Improved  Shop  and  Maintenance  Facilities   4.2 

Modernization  of  the  signal  system;  installation  of  train 

control  system;  and  upgrading  of  track  for  higher  speeds   15.7 

Total  NHRR  Modernization  Program    $  80 

Acquisition    24 

Total  NHRR  Program   $104 

Total,  New  Haven  Railroad,  New  York  Share   $  43 

Penn  Central  Railroad  Modernization 

130  new  high-speed  electric  cars   $30 

Modernization  of  existing  electrical  system   12 

Station  improvements  including  high-level  platforms   5 

Modernization  of  Harlem  and  Hudson  Divisions  signal 

system  and  installation  of  train  control  system   13 

Extension  of  electrification  to  Brewster  including 

high-level  platforms    12 

Extension  of  electrification  to  Peekskill 

including  four  additional  cars   — 

25  new  high-speed  gas  turbine-electric 

cars  for  service  in  the  non-electrified 

territory  to  Poughkeepsie  and  Dover  Plains   — 

New  149th  Street  Transportation  Center   — 

Third  Track,  Mt.  Vernon  to  North  White  Plains    8 

Total  Penn  Central  Modernization   $80 

Erie  Lackawanna  Railroad  Modernization 

Purchase  of  new  equipment  to  modernize 

service  to  Port  Jervis   $  2 

Direct  track  connection  to  Penn  Station, 

New  York  State  share,  and  purchase  of 

25  dual-powered,  self-propelled  cars    — 

Total  Erie  Lackawanna  Modernization   $  2 

Total  Northern  Corridor  Rail  Improvement  Program   $125 


(Cost  In  millions) 
PHASE 

Two 


10 

11 

$34 


$- 

10 
$10 
$44 


Total 

$36 
6 


9.1 
4.2 

15.7 


$43 

$  30 
12 
7 

19 

12 

5 


10 
11 

 8 

$114 


$  2 


10 
$  12 
$169 


CENTRAL  BUSINESS  DISTRICT 


Improved  CBD  Access  for  LIRR 

New  east  midtown  terminal  including 

connections  to  63rd  Street  tunnel    $195 

Extension  of  Brooklyn  service  to  Lower  Manhattan   5 

Penn  Station  improvements    6 

Subtotal    $206 

Improved  CBD  Access  for  the  Northern  Corridor 

North  end  access  at  Grand  Central  Terminal  

Subtotal   

Total  CBD  Rail  Improvement  Program    $206 


$- 
65 
11 

$76 


$76 


$195 
70 

 T7 

$282 


$282 


*To  be  financed  by  Penn  Central  Railroad 


56 


ORDER  OF  MAGNITUDE  COST  ESTIMATE 

(By  Program) 

Transportation  Centers  (cost  in  minions) 

PHASE  PHASE 

EASTERN  CORRIDOR  One  Two  Total 

Hicksville    -  $10  $10 

Pine  Aire    —  2  2 

Ronkonkoma    —  3  3 

Others    -  10  10 

Total  Eastern  Corridor  Transportation  Centers    —  $25  $25 

NORTHERN  CORRIDOR 

Rye   $3  $-  $  3 

White  Plains  area                                                                              2  —  2 

Tarrytown                                                                                         1  — 

Brewster    —  1 

Beacon    —  1 

Suffern    —  1 

Goshen    —  1 

Pearl  River                                                                                   1  — 

Orangeburg                                                                                   1  — 

New  City    —  1 

Additional  Centers  as  needed    —  8   8_ 

Total  Northern  Corridor  Transportation  Centers   $8  $13  $21 


ORDER  OF  MAGNITUDE  COST  ESTIMATE 


(By  Program) 

General  Aviation/Airport  Access  (cost  m  minions) 

PHASE  PHASE 

EASTERN  CORRIDOR  One  Two  Total 

Access  to  JFK  Airport   $100  $—  $100 

General  Aviation  Field  —  Transportation 

Center,  Republic  Airport,  Farmingdale    25  —  25 

General  Aviation,  new  fields 

Eastern  and  Central  Long  Island    —  20  20 

Total  Aviation  Eastern  Corridor   $125  $20  $145 

NORTHERN  CORRIDOR 

Northwest  Westchester  General  Aviation  Field    $12  $—  $12 

Spring  Valley  General  Aviation 

Field  and  Transportation  Center    12  —  12 

General  Aviation  Field  —  S.  W. 

Dutchess  County    —  15  15 

Total  Aviation  Northern  Corridor   $  24  $15  $  39